WEBVTT Kind: captions; Language: en

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[...]

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You've all seen bits and
pieces of Bart's construction.

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Maybe you've watched some
market street digging.

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Seen the completed Albany aerials.

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Been inconvenienced in downtown Oakland
or on Shattuck Avenue in Berkeley.

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Past a Rinda crossroads and figured all
those bulldozers were just leveling

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another hillside for another freeway.

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But whatever you've seen or bypassed or
wondered about, you've only seen a small

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part of a 75 mile system now
being built in three counties.

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We want you to see some facts about
your new inter-urban rapid transit

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system. Not just read about it.

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So watch and we'll keep quiet most of the time.

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First, let's take a look from the air.

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The completed Albany aerials structures,
part of the Richmond-Berkeley line.

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The same type of aerials under
construction in Hayward.

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A section of the Fremont-Oakland line.

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And incidentally,
even as you watch this film, all the

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construction you're looking at has progressed.

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What you're seeing is how it
looked the day we filmed it.

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And the day our camera saw
this was several months ago.

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Entrance to the downtown Oakland subway.

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The Lake Merritt tidal outfall.

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Up Broadway and the crossover to the
Berkeley and Contra Costa lines.

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Now let's look more closely.

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First, getting ready for the Transbay
tube linking Oakland and San Francisco.

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Which will enter the bay at the site of
the Oakland Mall, cross under the bridge

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and enter the Market Street
subway under the ferry building.

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Pilings that mark the old ferry boat
slips must be pulled up and hauled away.

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High pressure hoses loosen
dirt around the base.

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The old San Francisco wharves dating back
to the time of ferry boat commuting are

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removed to make way for high speed trains.

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Which will make the trip from Oakland
to San Francisco in eight minutes.

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The tube itself will consist of
57 sections like this one, ready

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for launching at Bethlehem shipyard.

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Each double barreled section is
350 feet long and weighs some 800

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tons when it slides into the bay.

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After launching, the section is nudged
to an outfitting dock where reinforced

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concrete is applied to the interior walls
until its weight reaches 12,000 tons.

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More than a World War II Liberty ship.

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In the early morning hours when traffic
is light on the bay, the section is towed

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to the Oakland side where it's slung
beneath a giant catamaran barge and gently

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lowered into place along a shallow trench
dredged across the floor of the bay.

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Hydraulic couplers lock
each section to its mate.

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They're made watertight and the process
is repeated for the 57 sections

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and four long years.

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While section after section of bay tube
is built and launched, Bart's work

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progresses in more than a dozen
sites in the three counties.

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Demolition to make way for aerial structures.

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Cut and cover in downtown
Oakland for the subway.

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Moving utilities and sewers
for the San Francisco subway.

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But one substantial contribution to the
system is being made far enough from your

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front door that it's no inconvenience at all.

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The Kaiser plant in Napa is making
steel tunnel liners for the 21 miles of

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subway,
almost one third of the total bark system.

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First,
a gang burner cuts the five-ton sheet of steel.

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A giant magnet lifts the cut piece.

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After the inside seams are welded,
this section will be bent.

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And the final large ring undergoes processing,
some automatic.

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The bent sections go to the huge welding bay.

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More treatment and constant inspection.

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Finally, milling and grinding to
complete each three-ton ring.

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Stacked and stored.

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Ready to be placed in Bart's subways.

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Closer to home and part of your surface riot,
Orinda Crossroads.

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These bulldozers were leveling
a hillside for a new freeway.

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Not only relocated, but widened to
accommodate Bart trains in the median strip.

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It's estimated that this portion of
the Concord to Berkeley line will save

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taxpayers millions of dollars because of
the joint use of a narrow transportation

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corridor by Bart and the
California Division of Highways.

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What about the route from Orinda to Berkeley?

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Over the hills where there is no
transportation corridor, even a narrow one.

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The answer is through these hills.

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We can fly from the east portal,
Orinda side, to the

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west portal in a few minutes.

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It's taking two years to tunnel these hills,
but your Bart train will make the

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trip in three and one half minutes.

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So now the highlight of our get ready year.

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Breaking through from the east and west
portals of the Berkeley Hills Tunnel.

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A Bart staff member watched the breakthrough,
and he reports.

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Thursday, February 23rd, 1967, 11 p.m.

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Word goes out, tunnel will hold through
sometime during the graveyard shift.

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Friday, February 24th, 2.10 a.m.

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Daffining Den as jumbo red crew drills
holes in face for first of what was to be

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three blasts during the shift. 2.30 a.m.

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During a pause, speculation on part of
the miners as to who will win the $300

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pool predicting exact minute of breakthrough.
60 men, $5 apiece.

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Dynamite set off in small
charges for safety of both

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crews working so close together.

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Told it would be a long night. 4 a.m.

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Muck crew cleans up face from last blast.

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Discouraging report, tunnelers have to
install two more tunnel rings before

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another blast. 6 a.m.

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Exciting news.

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Tunnelers have opened a three
foot long shaft for the drill

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and can talk to the Arinda crew.

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Furious work with pry rods enlarges holes
the size of a football and last blast

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neatly open the entire top of the face.

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Both crews move sharply to shore up
ceiling and then after 446 days of working

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opposite each other,
exchange places in their own type of ceremony.

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Saturday, February 25th, 10 a.m.

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Alameda and Contra Costa County officials,
park directors, engineers,

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members of the press don yellow slickers.

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Take the first ride all the
way through the fourth longest

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vehicular tunnel in the United States.

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And meet in a modest ceremony deep in the

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Berkeley Hills marking the holding through.

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And when your BART train emerges from
the Berkeley Hills tunnel, it will glide

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along another medium strip, that of the
Grove Shafter Freeway, so called missing

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link in the Bay Area's highway system.

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BART trains will enter the
downtown Oakland subway from the

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Grove Shafter Freeway medium.

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And you will enter the same
subway from southern Alameda

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County at 8th and Fallon Streets.

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A few blocks from BART's headquarters
building and automatic train control

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complex, nerve center for the
computerized 75 mile network.

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Work started on this subway in late fall 1965.

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A year ago, this section of the
subway had progressed this far.

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Music Today, the structure is ready for tracks,
trains, and ultimately, you.

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What will the aerials really look like?

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Completed and landscaped like this.

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The four and one half mile test track
between Concord and Walnut Creek.

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We can't show

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you the market street subway yet.

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But if you don't like temporary detours,
traffic jams, and gaping holes, wait.

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Construction of the downtown
Oakland subway makes a few

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detours seem like a picnic.

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And Berkeley pedestrians and motorists
are already living with huge excavations.

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As General Manager B.R. Stokes told the
Commonwealth Club in April 1967, the next

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two years or so will be years of travail,
of digging dirt, of erecting

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steel, of pouring concrete.

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I pledge that everyone associated with
the district will do his level best to

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deliver this system to you as nearly
on schedule as is humanly possible.

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We've said that it will be the finest
in the world. We promise you it

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will be no less than that.

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Today, more than half the 75 mile
system is under construction.

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But tomorrow, next month, next year,
as heavy construction increases, you'll find

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more detours, not fewer.

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More blocked off traffic lanes and excavations,
all of which are

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necessary inconveniences.

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But happily, temporary.

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So when you see this, or this,

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or this,

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remember, this daily reality of
inconvenience is all part of getting ready.

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Getting ready to bring you the speed,
the safety, the comfort and convenience,

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and the economy of the world's newest
interurban rapid transit system.